Martin
Models 270 and 275
P6M
SeaMaster
Variants/Specifications
In
its last major aircraft design, Martin returned
to an earlier concept of the flying boat
as a bomber. By the end of the 1940's the
Soviet Union had tested a nuclear bomb,
and the Cold War was in full swing. The
newly created Air Force was busy buying
and deploying long-range bombers to deliver
nuclear weapons, a monopoly viewed by the
Navy as unacceptable. Noting the inherent
limitations of its force of short-range
carrier attack and maritime patrol aircraft,
the Navy looked at several means of joining
the Air Force as in strategic deterrent.
A super-carrier (the United States) was
designed to handle larger propeller and
jet aircraft then under design. The United
States ran afoul of military budget limitations
and vehement opposition from the Air Force
"bomber lobby." The Navy Bureau of Aeronautics
then developed the concept of a "Seaplane
Striking Force" centered around the development
of large jet-powered seaplanes that could
offer performance equal to that of land-based
jets. Capable of operating from most of
the earth's surface, a small number of these
seaplanes could perform mining, conventional
and nuclear strike, and photo reconnaissance
missions that would complement those of
the new Strategic Air Command. With only
a tender or submarine needed for re-arming
and re-fueling, the SSF promised an economical
means of force projection.
Requests
to industry were let in April 1951. After
a short but fierce design competition with
Convair, Martin was awarded contracts for
two prototype XP6M-1's, six pre-production
service-test YP6M-1's, and up to 24 production
P6M-2's. Martin named the SSF aircraft the
SeaMaster. The Navy was now in the bomber
business.
Design
specifications for the SeaMaster were demanding.
Required to carry 30,000 pounds of payload
to a target 1,500 miles away, the plane
was also required to be capable of a high-speed
dash at .9 Mach at low altitude. Its hull
had to be stressed for open-ocean operations.
Design Engineer George Trimble, hydrodynamicist
J.D. Pierson, and aerodynamicist J.L. Decker
led the design team. Refining work already
done on the Marlin's hull design, they adopted
a new length-to-beam ratio of 15 to 1 as
most efficient in both air and water. The
XP5M-1 airframe was rebuilt to test the
new hull, redesignated Martin Model 270.
Hydroflaps like those on the Marlin were
fitted for dual use as air brakes.
A
compound turbo/ramjet from Curtiss-Wright
was initially designated as the SeaMaster
powerplant. After several failures in testing,
this engine was dropped in favor of modified
Allison J71's, mounted in tandem overwing
nacelles. The P6M had the same variable-incidence
"flying" T-tail and spoiler ailerons as
the XB-51, and its payload was carried in
a rotating bomb-bay, pneumatically sealed
to be watertight. Swept wings with slight
anhedral drooped close enough to the water
for wingtip tanks to serve as stabilizing
floats, without the drag of struts. The
overall result was an airplane with proportions
so sleek and simple that they could be described
as classic.
The
first prototype was rolled out in secrecy
on December 21, 1954, and after several
months of load-verification tests the XP6M-1
finally took to the air on July 14, 1955,
flown by Martin chief test pilot George
Rodney. Initial tests revealed only one
major problem that required a "fix": the
design of the nacelles allowed the afterburner
exhaust to scorch and sonically fatigue
the rear fuselage. After keeping the plane's
development secret, the Navy invited the
press for the roll-out in November of the
second prototype, which was outfitted with
a complete set of navigation and bombing
equipment.
All
went well with the testing program until
December 7, 1955 (two days after the death
of Glenn L. Martin), when the first XP6M-1
prototype crashed into the Chesapeake Bay
during a routine check ride for the first
Navy pilot. All four members of the crew
were lost. With no onboard data recorders
to help, the accident-investigation team
was unable to find a specific fault. Months
were lost re-configuring the second prototype
with test instrumentation and ejection seats
for all the crew. It was not until May,
1956, that flight testing resumed with Ship
#2.
By
autumn, solutions were being sought for
a frequent airframe buzz that plagued both
prototypes. One "fix" involved locking the
elevators together with the variable-incidence
"flying tail." A test flight on November
9 verified that improvement in the vibration,
however, in recovering from a shallow dive
at high speed, pilot Bob Turner lost pitch
control of the aircraft, which started a
violent outside loop. The crew ejected safely
as the airframe broke up. Information from
the flight data recorders indicated that
the modified tail configuration had been
overpowered by dynamic forces at high speed,
due to a previously undiscovered mathematical
error in calculating loads for the hydraulic
control actuators.
Even
at this low point in the program the Navy
BuAer still saw promise in the concept and
optimistically continued funding for the
SeaMaster and a number of expensive "options."
A beaching cradle was designed that allowed
SeaMasters to taxi in and out of the water
on their own power. Two old amphibious-warfare
dock ships and two conventional seaplane
tenders began shipyard conversions as support
ships for the SSF. The submarine U.S.S.
Guavina, redesignated as an AO(SS) "oiler,"
was equipped to refuel SeaMasters at secret
seadromes. There were also plans to use
an old escort carrier equipped with a retractable
rear ramp for "beaching" P6M's, which were
too heavy to be hoisted aboard by cranes.
Finally, an auxiliary naval air station
was refurbished to serve as the SeaMasters'
home base; it occupied 1,265 acres at NAS
Harvey Point, near Elizabeth City, N.C.
Meanwhile
service-test YP's were completed with "fixes"
for the problems encountered in the prototypes.
Engine nacelles were canted out five degrees
from the fuselage and the intakes moved
back from the wings' leading edges. Hydraulic
control systems were upgraded in the tails.
A year after the second crash, the first
YP6M-1 was rolled out and flight testing
resumed in January 1958. Five other YP's
joined the program during 1958, and tests
were carried out at a feverish pace. Mine-laying
and navigation systems were qualified even
though standard Navy mines could not yet
withstand sea impact when dropped at high
speed. Conventional and "special-weapon"
(nuclear) practice shapes were successfully
dropped from the rotary bomb-bay, and night
and day photo reconnaissance pods were tested.
Early
in 1959 production P6M-2's began to emerge
from the Martin plant, and the full potential
of the design was realized. Installation
of newly developed Pratt and Whitney J75
engines gave the P6M-2's nearly 12,000 more
pounds of static thrust. This allowed the
gross weight to be increased to 195,000
pounds from 171,000 pounds in the YP's.
Increased weight meant a greater draft for
the hull, which in turn necessitated raising
the wing anhedral to zero degrees. Other
improvements included full-visibility canopies
and transistorized Sperry navigation and
bombing systems. Production P6M-2's were
equipped with midair refueling probes, and
"buddy-pack" refueling kits were designed
to fit inside SeaMaster bomb-bays, allowing
fast conversion into tankers.
Pilots
reported that the planes handled well and
were capable of flying Mach .89 "on the
deck." This was important, as the development
of radar-guided surface-to-air missiles
had made low-level flying an essential part
of strategic penetration missions. The SeaMaster's
wings were especially strong for the extra
stress of high speeds through thick air;
the aluminum skin at the wing roots was
an inch thick. By contrast, the Air Force's
B-47 could only manage about Mach .58 at
low altitude, the newer B-52 only .55.
By
the summer of 1959 all-Navy crews had begun
flying three P6M-2's completed so far, and
it appeared that operations could begin
by early 1960. Rising costs, however, had
led to two cutbacks, reducing the number
of production items to eighteen, then eight.
Then the bottom dropped out altogether.
Citing "unforeseen technical difficulties,"
the Navy cancelled the entire program on
August 21.
The
decision was and still is highly controversial.
More than $400 million had been spent on
equipping the SSF, but during its long gestation
period newer technologies had emerged. The
development of the Polaris ballistic missile
and submarine had finally given the Navy
its strategic deterrent. Further, the atomic
powered carrier Enterprise was going into
service with long range nuclear capable
strike aircraft, namely, the A3D Skywarriors
and supersonic A3J Vigilantes.
Stunned,
Martin engineers and executives tried to
generate interest in an eight-jet transport
version of the P6M, whimsically dubbed the
SeaMistress, a huge nuclear-powered flying
boat, and a supersonic seaplane somewhat
resembling the Air Force Canberra. But there
were no takers. Martin Chairman George Bunker
announced that the company was now in the
missile and electronics business. Fifty
years of aircraft design and production
was at an end.
Of
the SeaMaster program little remains. The
aircraft languished on the D Building ramp
at Middle River for over a year after the
cancellation before being scrapped. The
"flying tails" and two rear fuselage sections
were sent to Navy test facilities, while
two sets of wing floats were used by a Martin
supervisor to build a catamaran. Two tails,
one fuselage section, and wing floats now
belong to the Glenn L. Martin Maryland Aviation
Museum.
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